Window sash construction



March 31, 1970 w. s. EGGERT, JR 3,503,168

WINDOW SASH CONSTRUCTION 5 Sheets-Sheet 1 Filed Nov. 30, 1967 INVENTOR.Y WaHer SEgqerLJr. MM f?- m AGENT March 31, 1970 w. s. EGGERT, JR3,503,168

WINDOW SASH CONSTRUCTION Filed Nov. 30, 1967 3 Sheets-Sheet 2 INVENTOR.Her 5. Eggerfl r AGENT United States Patent 3,503,168 WINDOW SASHCONSTRUCTION Walter S. Eggert, Jr., Huntingdon Valley, Pa., assignor toThe Budd Company, Philadelphia, Pa., a corporation of Pennsylvania FiledNov. 30, 1967, Ser. No. 686,891 Int. Cl. E06b 1/60; B60j 1/08; B61d25/00 US. Cl. 52208 1 Claim ABSTRACT OF THE DISCLOSURE A window sashconstruction for a side frame wall unit of a railway vehicle. The sideframe of the vehicle defines a window opening from which project aseries of roll pins. A plurality of slotted clip members each include aflange which engages the sash unit. Stationary pins project from theframe through the slots in the clips. As the clips are driven relativeto the stationary pins, the sash unit is correspondingly cammed into afinal position. Additional pins or stops are provided to prevent reversemovement of the clip members.

Prior to this invention windows of railway passenger cars have normallyincorporated a sash frame work. The dimension and the tolerances of theframe work have been carefully maintained in order to receive a sashunit of like dimensions. When the sash units and window openings havebeen of large dimensions the holding of such tolerances has involveddifficult procedures. In addition, the physical handling of such largerunits has required much care to properly install and seal such unitswithin the framework. Thus, a disadvantage of such large windowconstructions of the prior art has been the necessity of maintainingclose and accurate dimensional tolerances of not only the framework forreceiving the sash unit, but also the dimensions of the sash unit perse.

Accordingly, it is the principal object of this invention to provide animproved window sash construction which avoids one or more of thedisadvantages of the prior art constructions.

It is another object of this invention to provide an improved windowsash construction which enables the window sash unit to be incrementallyreceived and advariced within the window opening defined by theframework of the side wall.

It is still a further object of this invention to provide an improvedwindow sash construction which is designed to minimize or to eliminatevisible fastening means for holding the window sash unit in place withinthe window opening.

For a better understandng of the present invention together with otherand further objects thereof, reference is had to the followingdescription taken in connection with the accompanying drawings and itsscope will be pointed out in the appended claim.

In the drawings FIG. 1 is a vertical elevational inside partial view ofa side frame of a vehicle such as a railway car and illustrating thevarious framing members defining the window opening;

FIG. 2 is a vertical elevational view similar to FIG. 1 but showing thewindow sash unit removed from the side frame of the vehicle;

FIG. 3 is a vertical sectional view taken along the lines 3-3 of FIG. 1showing the window sash unit and side frame in cross-section;

' FIG. 4 is a perspective view partially in section, and greatlyenlarged, showing the initial manner of installation of the window sashunit into the window opening of the side frame;

3,593,168 Patented Mar. 31, 1970 Ice FIG. 5 is a view similar to FIG. 4illustrating the final position of the sash relative to the frame andthe inclusion of interior trim for concealing the fastening beams;

FIG. 6 is an exploded view similar to FIG. 3 showing the relationship ofthe fastening clips prior to insertion of the window sash unit withinthe window opening;

FIGS. 7 and 8 are vertical elevational sectional views similar to FIG. 3but illustrating a modified form of the invention.

Referring now to the drawings, wherein like numerals indicate like partsunless otherwise specified, and particularly, in FIGS. 1 and 2, a sideframe of a vehicle such as a railway car is generally indicated at 10.The side frame in the present instance is of double girder-likeconstruction and includes an upper girder frame 11 and a lower girderframe 12 spaced vertically apart by stub posts 13 and 14.

The upper girder 11 includes an upper window rail 15 whilethe lowergirder 12 likewise includes a lower window rail 16. The upper and lowerwindow rails are of channel construction and each includes a centralhorizontally disposed web portion with upstanding spaced flangesdisposed therefrom. The stub window posts likewise are of wide channelconstruction and include a central web which is disposed outboard of thevehicle with inturned spaced flanges integral therewith. The centralflanges of window post 13 and 14 and the outermost stub flanges ofwindow rails 15 and 16 serve to support an external sheet skin 17. Upperand lower inner sheathing skin members 18, 19 are shown secured to theopposite flanges of the belt rail members. In addition vertical trimmembers 20 are disposed between the window posts 13 and 14. The upperand lower belt rails combined with the stub window posts together definemargins constituting a window opening W.

With reference now to FIG. 2 there is shown a window sash unit 25 whichincludes a rectangular sash frame 26, a pair of spaced apart inner andouter window panes 27 and 28. The window panes 27 and 28 are shownsecured within the sash frame 26 by means of a flexible glazing strip 29as seen in FIGS. 4 and 5. The glazing strip 29 may be of a suitableelastic rubber-like material. The rectangular sash frame 26 includes ahorizontally disposed web 31 which in turn is formed with a centrallyraised shoulder portion 32. The lower portion beneath the centralshoulder defines a groove 33 which completely encircles the sash frame26. The sash frame in addition includes an outboard vertically disposedflange 34 having an upper portion 35 and a lower portion 36. The outerperimeter of glazing strip 29 includes and defines a centrally locatedgroove 37 which completely encircles the glazing strip. The groove 37 isdimensioned so that the glazing strip firmly grips the shoulder 33 onthe web of the sash frame 26. The outboard vertical face 38 of theglazing strip makes snug engagement with the inner face of upstandingflange portion 35 of the sash frame member. A suitable body sealingcompound 39 may be applied between the outer surfaces of the glazingstrip and the mating surfaces of the sash frame.

The inboard portion of the glazing strip includes an inwardly extendingtongue portion 40. An interior trim member 43 is secured to the member43 by its vertical flange 44 in overlapping relation to the lower innertrim. Its horizontal flange 45 extends inwardly and overlaps the topsurface of flange 31 of sash 26. The aforementioned tongue 40 in turnoverlaps the marginal edge of the horizontal flange 45.

The glazing strip in addition includes a side groove which completelyencircles the inboard surface thereof to receive a removal inlay strip47. Withdrawal of this strip from the body of the glazing ring enagleseasy rerznloval and insertion of one or both of the window panes Inorder to facilitate mounting of the window sash unit 25 within thewindow opening W defined by the side frame, a plurality of clip members49 are spaced about the inner peripheral opening of the window frame.Each clip 49 includes a horizontally disposed base portion 51 and anupstanding flange portion 52. The upstanding flange portion 52 isinclined inwardly toward the center of the car a slight amount. As seenin FIG. 4 the flange 52 is shown received within the like slanted slotor groove 33 defined in the shoulder portion 37 of sash frame 26. Thebase portion 51 of each clip 49 includes an elongated cutout or slot 53.The axis of each slot is inclined relative to the longitudinal axis ofthe side frame. During the initial assembly procedure as shown in FIG. 6the clip 49 is positioned relative to the sash frame 26 with the latterframe positioned outwardly from the side frame 11. It will also be notedthat roll pin 55 is removed from the central flange 57 of upper rail 15.Thereafter the sash frame 26 with clips 49 in position thereon areadvanced inwardly to the center of the rail car to near seatingengagement as shown in FIG. 4. In this position the upright outer flange26 of the sash is spaced a slight amount from the outer skin 17 asindicated by the distance S. In this further inward position of the sashunit the roll pin 55 is inserted within its hole 59. It will be notedthat the hole 59 corresponds in location to the most inboard portion ofthe slot 53 within flange 51 of the clip. In order to move the entiresash unit 25 to its final position as indicated in FIG. 5, the clips 49are tapped in a direction as indicated by the arrow X. By virtue of theinclined slot 53 within the clip, it and the sash frame 26 connectedthereto is thereafter caused by such movement to be moved in thedirection of the arrow Y into bottoming engagement. This final latterposition corresponds to the fully bottomed position of the sash unitwithin the frame. In order to prevent the clips from backing off in areverse direction, a hole 65 is drilled in window rail 16 just clear ofthe back edge 67 of the clip. An additional roll pin 63 is driven in thehole and makes contact with the back edge to keep the same in place. Itshould further be noted that window rail 16 includes elongated holes 68and trim rail 44 includes holes 69 to permit the flow of hot airupwardly to scan the inner window pane 27.

Referring now to FIGS. 7 and 8, a modified form of the invention isshown. In this embodiment of the invention the window sash unit 75 isshown as including a horizontal web portion 76 and an outboard verticalflange portion 77. The inner perimeter of the sash 75 defines a shoulderfor receiving a double paned unit 79 which includes an inner pane 81spaced from an outer pane 83 by means of a spacer strip 84. Arectangular channelled glazing rubber strip 85 embraces the outermarginal edges of the panes. The outer peripheral edge surface of thesash includes a groove 89 which receives the aforementioned clips 59 ina manner as set forth in the above description applicable to FIGS. 1 to6 inclusive. An inboard sash strip 93 having a horizontally disposedslot 95 is provided to make facing engagement with the inboard surface94 of sash frame 75. The upper portion of sash strip 93 is adapted tomake facing engagement with the inner face of glazing member 88 as shownin FIG. 8. The lower portion corresponding to the outermost peripheraledge of the sash framing strip 93 includes a plurality of holes 97 toenable the passage therethrough of screws 98 to secure the strip 93 tothe outer sash frame portion 75. A window trim member 99 having ahorizontal marginal edge portion 100 is adapted to be received withinthe aforementioned slot 95. The trim member 99 in addition includes avertical face portion or flange 10-1 which in turn is mounted inoverlapping surface facing engagement with the inner trim surface 19,being secured thereby with screws 103.

While there has been described what at present is considered to bepreferred embodiments of this invention, it will be obvious to thoseskilled in the art that various changes and modifications may be madetherein without departing from the scope of the invention.

What is claimed is:

1. A window construction for a side frame of a vehicle having marginsthereof defining a window opening, comprising, a sash unit includingwindow pane means and a sash frame extending therearound, said sashframe including a groove extending about its outer periphery, planarclip means including an upstanding flange which is received within saidgroove and is movable therealong, said clip means defining an elongatedslot disposed at an angle to the plane of said side frame, and meansprojecting from said margins of said window opening through saidelongated slot, whereby movement of said clip means in a directionparallel to the plane of said side frame causes said sash unit to bemoved in a direction normal to said plane.

References Cited UNITED STATES PATENTS 2,768,411 10/1956 Clingman 522082,978,995 4/1961 Dean 296 28.1 2,983,001 5/ 1961 Guldager 52-2083,323,471 6/1967 Dean et al. 401 3,413,770 12/1968 Adams 52-717 ARTHURL. LA POINT, Primary Examiner R. A. BERTSCH, Assistant Examiner US. Cl.X.R. -401

